Electrically-controlled fluid-pressure railway-brake.



PATENTED NOV. 14, 1905.

J. S. LOOKWOOD.- ELEGTRIUALLY CONTROLLED FLUID PRESSURE RAILWAY BRAKE.

APPLIOATION'FILED FEB. 5, 1904. RENEWED MAR. 24 1905.

5 SHEETS-SHEET 1.

INVERTER WITHE sans:

PATENTED NOV. 14, 1905.

' J. S. LOGKWOOD.

ELEGTRIGALLY CONTROLLED FLUID PRESSURERAILWAY BRAKE.

APPLICATION FILED FEB. 5, 1904. RENEWED MAR. 24, 1905.

5 SHEETS-SHEET 2.

Immnmuzq PATENTED NOV. 14, 1905.

J. S. LOGKWOOD.

ELEOTRIGALLY CONTROLLED FLUID PRESSURE RAILWAY BRAKE.

APPLIGATION FILED FEB. 5, 1904. RENEWED MAR. 24, 1905.

5 SHEETS-SHEET 3.

Inxzzmwcm WITNESSES:

PATENTED NOV. 14:, 1905.

J. S. LOGKWOOD.

BLBGTRIGALLY CONTROLLED FLUID PRESSURE RAILWAY BRAKE.

APPLICATION FILED P113. 5, 1904. RENEWED MAR. 24, 1905.

5 SHEETBSHBET 4.

M if 19/ 20 gg g 2-3 wiiilllli \w :mwaad h XNi-TNEEBEE. Immn'ruaPATENTED NOV. 14, 1905.

J. S. LOGKWOOD. ELEGTRIGALLY OONTROLLBD FLUID PRESSURE RAILWAY BRAKE.

APPLIUATION FILED THE. 5, 1904. RENEWED MAR. 24, 1905.

' 5 sums-sum a.

JOHN S. LOCKWOOD, OF KANSAS CITY, MISSOURI.

ELECTRlCALLY-CONTROLLED FLUI D-PRESSURE RAILWAY-BRAKE.

Specification of Letters Patent.

Patented Nov. 14, 1905.

Application filed February 5, 1904. Renewed March 24, 1905. Serial No.251.846.

To (ti/Z whom, it may concern:

Be it known that 1, JOHN S. LOGKWOOD, a citizen of the United States,residing at Kansas City, in the county of Jackson and State of Missouri,have invented new and useful Improvements in Electrically-ControlledFluid- Pressure Railway-Brakes, of which the following is aspecification.

My-invention relates to improvements in electrically-controlledfluid-pressure railwaybrakes.

My invention relates particularly to fluidpressure brake mechanism, suchas the ,VVestinghouse or New York air-brake systems, which employ oneach car an auxiliary reservoir for the braking fluid and control thepassage of air to and from the brake-cylinder, which is supplied fromthe auxiliary reservoir, by means of a triple valve.

In long trains of cars it takes considerable time for the engineer toactuate the triple valves of all the cars; and it is the object of myinvention to provide means by which the engineer may instantly apply orrelease the brakes without utilizing the triple valves. It providesmeans by which when a triple valve becomes inoperative on any car theval vemay be cut out and the brakes of the car operated without it.

My invention provides each car with an electromagnetic mechanism whichcontrols the passage of air from the auxiliary reservoir to thebrake-cylinder and the exhausting of the brake-cylinder,,eachelectromagnetic mechanism being disposed in electric circuits connectingthe cars and the engine and means being provided the engineer by whichhe can so control the currents passing in said circuits as to instantlyset, hold, or release all the brakes instantly either with the use ofthe triple valves of the cars or without them.

My invention provides, further, a novel arrangement of said electriccircuits and also a novel coupling by which the circuit of one car isconnected with the circuit of the next car.

Other novel features are hereinafter fully described and claimed.

. In the accompanying drawings, which illustrate my invention, Figure 1is a plan view showing the braking mechanisms of two cars connectedtogether and also a partial diagram of the controlling-circuit. Fig. 2is a view of the brake mechanism of one car, the mechanism being shownpartly in plan and partly in horizontal section. In this view themagnetically-controlled valve is shown in the position in which thetriple-valve mechanism is connected with the brake-cylinder so that thebrakes may be controlled by the triple valve. Fig. 3 is a verticalsectional view taken on the dotted line a b of Fig. 2. Fig. 4. is avertical sectional view taken on the dotted line ccloi' Fig. 2. Fig. 5is a vertical central sectional view of the check-valve A. Fig. 6 is ahorizontal sectional view taken on the dotted line efof Fig. 4. Fig. 7is a sectional view taken on the dotted line 9 it of Fig. 8. Fig. 8 is avertical sectional view taken on the dot ted line if of Fig. 10. Fig. 9is a horizontal sectional view taken on the dotted line 72 Z of Fig. 3,the magnetically-controlled valve being shown in the neutral position inwhich all the ports are closed and the valve prevented from rocking toits normal position, shown in Fig. 2, by the electrically-controlledmechanism described hereinafter. This view is similar to that shown inFig. 2, the triple valve, auxiliary reservoir, brake-cylinder, and someof the other parts not being shown,-the solenoid helices being shown indotted lines. Fig. 10 is a view similar to that shown in Figs. 2 and 9,the magneticallycontrolled valve being shown swung to the position inwhich the triple valve is cut out and the auxiliary reservoir connecteddirectly with the brake-cylinder. Fig. 11 is a View similar to thatshown in Figs. 2, 9, and 10, the magnetreally-controlled valve beingshown swung to the position in which the triple valve and auxiliaryreservoir are cut out and the brake-cylinder connected with theatmosphere for exhausting and relieving the brakes. Fig. 12 is a bottomview of the magnetically-controlled valve mechanism shown in thepreceding three figures, the bottom of the casing inclosing the saidvalve being removed and the parts shown in the positions correspondingto those in Fig. 2, in which the valve is in position for connecting thebrake cylinder and the triple valve. Fig. 13 is a similar view to thatrepresented in Fig. 12, the parts being shown in positions correspondingto those represented in Fig. 9, in which the magnetically-controlledlocking mechanism has prevented the retraction of the valve to itsnormal position. Fig. 14 is a vertical sectional view of the valvemechanism taken on the dotted line we a of Fig. 2. Fig. 15 is alongitudinal sectional view of the solenoid controlling the valvelockingmechanism, taken on the dotted line 0 p of Fig. 14. Fig. 16 is adiagrammatic view of the electrical circuits for controlling theoperation of the magnetically-actuated valve. Fig. 17 is a verticallongitudinal sectional view, taken on the dotted line q r of Fig. 18, oftwo coupling member's used to connect the circuits between the cars.Fig.

18 is a plan view of the coupling partsshown in Fig. 17. Fig. 19 is avertical sectional view of one member of a coupling. Fig. is an outerend elevation of the same. Fig. 21 is an end elevation of one of thecoupling contact-pins, the stem of which is shown in cross-section. Fig.22 is a cross-section taken on the dotted line 8 t of Fig. 21.

Similar characters of reference indicate similar parts.

1 indicates the brake-cylinder, 2 the auxiliary reservoir, and 3 anordinary triple valve, such as are used with the well-known Westinghouseor New York air-brake systems.

4 denotes the ordinary train-pipe for applying air to the auxiliaryreservoir by way of the triple valve in the manner common with suchmechanisms.

5 denotes the main line of piping, by means of which the branchtrain-pipes 4 are supplied with air from the main reservoir of theengine.

6 denotes a horizontal T-shaped casing secured to the under side of eachcar and in which the electrically-controlled valve mechanism is mounted.Within the casing 6 is the valve-casing 7, provided with a centralvertical cylindrical recess in which is rotatively mounted and fittedthereto acylindrical oscillatory valve 8, which valve controls thesupply of air to and exhaust from the brakecylinder. As shown in Fig.14, the lower end of the recess in the casing7 is screw-threaded and hasmounted in itan externally-screwthreaded tubular bushing 9, upon theupper end of which is an annular packing-ring 10, which supports thevalve 8. The lower end of the valve 8 is provided with a vertical stem11, to the lower end of which is rigidly secured one end of a horizontallever 12, by the swinging of which the valve 8 is oscillated. Disposedone at each side of the lever 12 are two solenoidhelices 13 and 14,respectively. In the helix 13 is a longitudinally-movable core 15, tothe outer end of which is secured one end of a spring 16, the other endof which is secured to the casing. The other end of the core ispivotally connected, by means of a link 17, with the lever 12. In theother helix 14 is a longitudinallymovable core 18, one end of which isconnected, by means of a link 19, with the lever 12, the other end ofwhich is connected to one end of a spring 20, the other end of which isconnected to the casing 6. The function of the springs 16 and 20 is tonormally retain the valve in the central position. (Shown in Fig. 2 andFig. 12.) The casings 6 and 7 are provided with the transverse holes 21,22, 23, 24, and 25, which extend through to the central vertical openingin the valvecasing 8 and serve as ports by which the passage of air toand from the brake-cylinder may be controlled by the valve 8. The port21 leads to the atmosphere outside the casing 6. The port 22 hasconnected to it the conductor 26. leading to the brake-cylinder. Theport 23 hasa conductor 27, connecting the said port with the auxiliaryreservoir 2. The port 24 has a conductor 28, connecting it with theconductor 26. The port 25 is connected by conductor 29 with the triplevalve. Through the valve 8 extends diametrically an air-pas sage 30,which connects the ports 22 and 23 when the valve 8 is swung to theposition shown in Fig. 10. In this position the valve 8 connects thebrake-cylinder 1 directly with the auxiliary reservoir 2, the otherports being closed. In the periphery of the valve 8 is a recess 31, sodisposed that when the valve 8 is swung to the position shown in Fig. 11the recess 31 will connect ports 21 and 22, thus connecting thebrake-cylinder 1 by means of the conductor 26 through the said portswith the atmosphere and permitting the exhausting of air from thebrake-cylinder. At another point on the periphery of the valve 8 isanother recess 32, so disposed on the valve 8 as to connect the ports 24and 25, thus connecting the triple valve with the brake-cylinder bymeans of the conductors 26, 28, and 29 when the valve 8 is in theposition shown in Figs. 2 and 7. In this position all the other portsare closed. Normally the valve 8 is in the position shown in Figs. 2 and7, being held in such position by means of the retracting-springs 16 and20 and the cores 15 and 18, links 17 and 19, and lever 12. In thisposition the brakes may be operated in the ordinary manner by means ofthe triple valve 3. If it is desired to more quickly actuate thebrake-cylinder or in the event of the inoperativeness of the triplevalve, the helix 14 is energized in the manner hereinafter described,thus drawing in the core 18 and swinging the valve 8 by means of thelink 19 to the position shown in Figs. 8 and 10', thus connecting, asalready described, the brake-cylinder 1 with the reservoir 2, permittingthe air to pass from the reservoir, through the pipes 26 and 27 andpassage 30, into the brake-cylinder.

If it is desired to retain the pressure in the brake-cylinder after thehelix 14 has been deenergized, the following locking mechanism isprovided for preventing full retraction of the valve 8 to a position inwhich the brakecylinder can be connected with the air. On the stem 11 ofthe valve 8 (best shown in Figs. 12, 13, and 14) is mounted rotativelywith the stem a disk 33, provided with a peripheral ratchet-tooth 34,adapted to be engaged by a horizontal pawl 35, forming alongitudinally-movable core in the helix 36, supported by thevalve-casing 7. The tooth 34 and the pawl 35 are so disposed thatwhenthe pawl 35 is forced against the periphery of the disk 33 the pawlwill engage the tooth 34 and hold the valve 8 in the position shown inFig. 9, in which all the ports of the valve are closed and the valveprevented from being retracted to the normal position. (Shown in Fig.2.) A spring 37, as shown in Fig. 15, is mounted upon the reduced innerend of the pawl 35 and bears one end upon said pawl and the other uponthe closed end of the helix 36. The tension of the spring 37 is suchthat the pawl 35 is normally held in contact with the disk 33.

When it is desired to exhaust the brakecylinder, the helices 13 and 36,which are preferably located in the same circuit, are energized in themanner hereinafter described, thus withdrawing the core 15 and the pawl35 into their respective helices l3 and 36. The valve 8 being releasedfrom the pawl 35 is drawn, by means of the core 15, link 17, and lever12, to the position shown in Fig. 1.1, in which position, as alreadydescribed, the brake-cylinder can exhaust into the atmosphere throughconductors 26, ports 21 and 22, and recess 31. If it is desired then tobring the valve to the normal position (shown in Fig. 2 and connectingthe triple valve 3 with the brake-cylinder 21) thehelix 13 isdeenergized, after which the springs 16 and 20, being of equal strength,will swing the valve 8, as already described, to the normal position.(Shown in Figs. 2 and 12.) Sometimes the triple valve 3 becomesinoperative by means of the parts being gummed or water collecting inthe valve being frozen. To obviate this, I provide a by-pass connectingthe train-pipe 4 with the conductor 27. This by-pass comprises aconductor 38, connected at one end to the conductor 27 and at the otherend to the casing of a valve 39.' (Best shown in Figs. 4 and 6.) Thecasing of the valve 39 is provided with a vertical cylindrical opening,in which the valve is rotatively mounted, the said vertical openingbeing provided with a lateral port 40, connecting with the conductor 38,and two ports 41 and 42, connecting, respectively, the triple valve andthe trainpipe. The valve 39 is provided with a transverse passage 43,adapted to be connected with the ports 41 and 42 or with the port 40when the valve is properly positioned. The passage 44 extendstransversely from one side of the valve 39 and intersects the passage43. When it is desired to connect the auxiliary reservoir 2 with thetrain-pipe 4 through the triple valve 3, the valve 39 is swung so thatthe passage 43 registers with the ports 41 and 42, the port 40 beingclosed. When it is desired to cut outthe triple valve by way of theby-pass 38, the valve 39 is swung to the position shown in Figs. 2, 4,and 6. In this position the passage 44 connects with the train.

- pipe 4 through the port 42, and the passage 43 is connected with theport 40, the port 41 being closed. The air will then pass fromtrain-pipe 4 through port 42, passages 43 and 44, port 40, conductor 38,and an ordinary check-valve A, located in and forming part of theconductor 38, through the conductor 27 into the auxiliary reservoir 2.When the parts are so disposed, air may be supplied to the reservoir 2in the ordinary manner. The check-valve A is an ordinary check-valve,which permits passage from the conductor 38 into the conductor 27 butprevents backflow through the conductor 38, so that the air from thereservoir will not escape in the event of a reduction in the pressure ofthe train-pipe. The brakes, however, may be set and released by theengineer through the intermediacy of the valve 8.

I will now describe the mechanism by which the helices 13, 14, and 36are energized. On the engine or at any suitable place is provided anelectrical generator, comprising, preferably, an electrical battery 45,one pole of which is connected with a switch-lever 46, (shown in Fig.16,) adapted to be connected, respectively, with the contacts 47 or 48.The other end of the battery 45 is connected with the central slidablecontact-pin 49, with which one member 50 of a coupling is provided. Theengine and each end of each car is provided with a coupling member 50,adapted to engage with any other suitable coupling member. This couplingmember comprises a tube 50, the inner end of which is mounted in a hose51, with which each car is provided and in which the circuit wires aremounted. Within the tube 50 is a transverse partition 52, which closesthe inner end of the tube 50. Near the outer end in the tube 50 is atransverse partition 53, provided with three transverse holes disposedone above the other in a vertical plane and having mounted insulatingguiding-tubes 54, 55, and 56, disposed horizontally lengthwise in thetube 50, and in which are respectively mounted horizontal slidingcontact-pins 57. 49, and 58. Each of the said pins 57, 49, and 58 isprovided with a flange 59, normally held in electrical contact with themetallic partition 43 by means of a spring 60, one end of which bearsagainst the said flange and the other against the head or partition 52.When in this position the outer ends of the pins extend beyond the outerend of the tube 50 and are adapted to be forced inwardly, as shown inFig. 17, by the corresponding pins of another coupling member when twocoupling members are united, as shown in Figs. 17 and 18. In thisposition the pins are prevented from contact with the metallic portionof the coupling by the'insulatingtubes 54, 55, and 56, the head 52 ofthe coupling being made also of insulating material. Upon each side ofeach coupling 50 is provided a spring-tongue 61, secured at one end tothe body of the member, the free end of the tongue being provided withan inwardlyextending projection adapted to enter a corresponding recessin the wall of the opposite coupling member. The tension of the tongues61 of the coupling is such that the outer ends of the members may beslipped together and held united by the projection 62 entering the saidrecesses. An insulated wire 63 has its ends connected, respectively, tothe two central pins 49 of the two coupling members on the car. A wire64 on each car connects at one endwith one end of the helix 14 and atthe other end with the pin 57 at one end of the car. The other end ofthe helix 14 is connected by a wire 65 with the other pin 57 on the samecar. One end of each helix 36 on each car is connected with one end ofthe helix 13, the other end of the helix 36 being connected by a wire 66with the pin58 at one end of the car. The other end of the helix 13 isconnected by a wire 67 with the pin 58 at the other end of the car. Onthe engine the pin 57 is connected by a wire 68 with the contact 48, thepin 58 on the engine being connected by awire 69 with the contact 47, awire 70 connecting the pin 49 of the engine with one pole of thebattery, the other pole being connected by a wire 71 with theswitch-lever 46. As shown in Fig. 16, the adjacent couplingmembers ofthe different cars and engines are united, thus causing thecorresponding pins 57, 49, and 58 of each coupling to make electricalcontact with each other, respectively. The pins 57, 49, and 58 of thelast car are forced by their respective springs 60 into a position inwhich the heads or flanges 59 of said pins complete the circuit throughthe contact plate or partition 53. The magnets 13, 14, and 36 areenergized as follows, the adjacent coupling members having been unitedas above described: If the engineer wishes to connect the brake-cylinderwith the reservoir 2 independently of the triple valve 3, he throws theswitch 46 so it will connect with the contact 48. The circuit will thenbe completed from the battery 45 by means of line-wire 71, switch 46,contact 48, wire 68, pins 57, wire 64, helix 14, wire 65, pins 57, wire64, helix 14, wire 65, pin 57 of the last car and through theintermediacy of the head 59 of the said pin with contact-partition 53,thence by way of the head 59 of the pin 49 to wire 63, pins 49, wire 63of the next car forward, pins 49, and by wire 70 with the other pole ofthe battery 45. This circuit when so completed energizes all of thecoils 14, thus swinging the valve 8 to the position shown in Fig. 10 andapplying the brakes without intervention of the triple valve 3, asalready described. If he desires now to release the brakes, he throwsthe switch 46 over contact 47. The current from the battery 45 will thentraverse wire 71, switch-lever 46,contact'47, wire 69 of the engine,adjacent pins 58, wire 66 of the next car, helices 13 and 36 of the samecar, wire 67, thence through adjacent pins 58 to wire 66 of the lastcar,thence through helices 13 and 36, thence by wire 67, pin 59, andpartition 53 to pin 49 of the last car,t'rom which the current returns,as already described, to the other pole of the battery. The current inenergizing helices 13 and 36 swings the valve 8, as already described,to the position shown in Fig. 11, thus connecting the interior of thebrake-cylinder 1 with the atmosphere independently of the triple valve.To again connect the brake-cylinder with the triple valve, the engineerswings the switch-lever 46 to the posit-ion shown in Fig. 16, in whichboth circuits are open.

Various modifications of my invention may be resorted to withoutdeparting from its spirit.

Having thus described my invention, what I claim, and desire to secureby Letters Patent, is

1. The combination with the brake-cylinder, auxiliary reservoir,train-pipe and triplevalve connecting the train-pipe with the auxiliaryreservoir, of an electrically actuated valve provided with means forconnecting the brake-cylinder with the triple valve, with the auxiliaryreservoir independently of the triple valve, or with the atmosphere, andmeans by which the said electrically-actuated valve may be disposed soas to make the said connections.

2. The combination with the brake-cylinder, auxiliary reservoir,train-pipe and triple valve connecting the train-pipe with the auxiliaryreservoir, of a valve provided with means for connecting thebrake-cylinder with the triple valve, with the auxiliary reservoirindependently of the triple valve, or with the atmosphere, andelectromagnetic means for disposing the valve so as to make the saidconnections. a

3. The combination with the brake-cylinder, auxiliary reservoir,train-pipe and triple valve connecting the train-pipe with the auxiliaryreservoir, of an oscillatory valve provided with means when properlyoscillated to connect the brake-cylinder with the triple valve, with theauxiliary reservoir independently of the triple valve, or with theatmosphere, and means for oscillating the said valve to positionssuitable for making such connections.

4. The combination with the brake-cylinder, auxiliary reservoir,train-pipe and triple Valve connecting the auxiliary reservoir with thetrain-pipe, of an oscillatory valve provided with means when properlyoscillated to IIO connect the brake-cylinder with the triple valve, withthe auxiliary reservoir independently of the triple valve, or with theatmosphere, and electrically actuated means for oscillating the saidvalve to positions suitable for making said connection 5. Thecombination with the brake-cylin der, auxiliary reservoir, train-pipeand triple valve connecting the train-pipe with the auxiliary reservoir,of a valve provided with means valve, with the auxiliary reservoirindependently of the triple valve, or with the atmosphere, means formoving said valve to the said positions, and means for cutting out thetriple valve and connecting the auxiliary reservoir with the train-pipeindependently of the triple valve.

6. The combination with the brake-cylinder, auxiliary reservoir,train-pipe and triple valve connecting the train-pipe with the auxiliaryreservoir, of a valve provided with means when moved to the properpositions for connecting the brake-cylinder with the triple valve, withthe auxiliary reservoir independently of the triple valve, or with theatmosphere, electrically-actuated means for moving the said valve to thesaid positions, and means for connecting the auxiliary reservoir withthe train pipe independently of the triple 'valve.

triple valve, a valve for disconnecting the triple valve with thetrain-pipe and connecting the train-pipe with the said passage, and

a check-valve for preventing backflow from said passage into thetrain-pipe.

8. The combination with the brake-cylinder, auxiliary reservoir,train-pipe, and triple valve connecting the train-pipe wlth theauxiliary reservoir, of a valve provided with means when moved to theproper positions for connecting the brake-cylinder with the triplevalve, with the auxiliary reservoir independently of the triple valve,or with the atmosphere, electromagnetic means for moving the said valveto the said positions, suitable circuits connected with saidelectromagnetic means, and means for generating electric currents insaid circuits for actuating the said electromagnetic means.

9. The combination with the brake-cylinder, auxiliary reservoir,train-pipe, and triple valve connecting the train-pipe with the auxil-1ary reservoir, oi a valve provided with means for connecting thebrake-cylinder with the triple valve, with the auxiliary reservoir, or'with the atmosphere, when moved to the proper positions, means for somoving the said valve, and releasable locklng means for holding thevalve in position in which exhaust from the brake-cylinder is prevented.

10. The combination with the brake-cylinder, auxiliary reservoir,train-pipe, and triple valve connecting the train-pipe with theauxiliary reservoir, of a valve provided with means for connecting thebrake-cylinder with the triple valve, with the auxiliary reservoirindependently of the triple valve, or with the atmosphere,electrically-actuated means for positioning the said valve to make saidconnections, and means for locking the valve in position in whichexhaust from the brake-cylinder is prevented after the brake-cylinderhas been charged from the auxiliary reservoir, and electrically-actuatedmeans for releasing the valve from the said locking means.

11. The combination with the brake-cylinder, auxiliary reservoir,traiirpipe, and triple valve connecting the train-pipe with theauxiliary reservoir, of a valve provided with means when properly movedfor connecting the brake-cylinder with the triple valve, with theauxiliary reservoir independently of the triple valve, or with theatmosphere, means for normally holding the valve in position forconnecting the brake cylinder and the triple valve,electrically-actuated means for moving the valve in one direction forconnecting the brake-cylinder directly with the auxiliary reservoir,means for retracting the valve in the opposite direction to a positionfor connecting the brake-cylinder with the atmosphere by way of thevalve, and electrically-actuated locking means for preventing retractionof the valve to its normal position operative after the valve hasconnected the auxiliary reservoir and the brake-cylinder and thendisconnected the same.

12. The combination with the brake-cylinder, auxiliary reservoir,train-pipe, and triple 'valve connecting the train-pipe and theauxiliary reservoir, of a valve provided with means when properly movedfor connecting the brake-cylinder with the triple valve, with theauxiliary reservoir independently of the triple valve, or with theatmosphere, an arm on the valve for oscillating the same, twoelectromagnets provided with means for swinging said arm in oppositedirections when the magnets are energized one at a time, means forenergizing said magnets, and means for normally bringing, the valve to aposition in which the brake-cylinder will be connected by the valve withthe triple valve.

13. The combination with the brake-cylinder, auxiliary reservoir,train-pipe, and triple valve connecting the train-pipe and the auxiliaryreservoir, of a valve provided with means when properly moved forconnecting the brake-cylinder with the triple valve, with the auxiliaryreservoir independently of the triple valve, or with the atmosphere, thevalve being provided with an arm for swinging the same, twoelectromagnets disposed on opposite sides of the arm, two magnetizablebodies connected to the arm and movable respectively by the magnets forthe purpose when the arm is moved in one direction to connect thebrake-cylinder with'the auxiliary reservoir, and when moved in the otherdirection to connect the brake-cylinder with the atmosphere for thepurpose of exhausting the cylinder, and means for normally forcing thevalve to a position in which the brake-cylinder and triple valve will beconnected.

14. The combination with the brake-cylinder, auxiliary reservoir,train-pipe, and triple valve connecting the train-pipe with theauxiliary reservoir, of a valve provided with means when properly movedfor connecting the brake-cylinder with the triple valve, with theauxiliary reservoir, or with the atmosphere, the valve being providedwith an arm for swinging the same, two solenoids disposed one at eachside of the said arm the cores of which are connected with said arm, twolinks forming such connection between the arm and the said cores, alocking device for preventing movement of the arm in one direction, anelectromagnet controlling said locking device,

means for energizing said electromagnet and 1 said solenoids, and meansfor normally forcing the valve to a position connecting thebrake-cylinder and the triple valve, the solenoids serving to move thevalve to the other two positions.

15. In an air-brake, the combination with the brake-cylinder, theauxiliary reservoir, and the triple valve, of a valve-casing providedwith suitable ports and connections connecting the ports with thebrake-cylinder, the auxiliary reservoir, the triple valve and theatmosphere, an oscillatory valve mounted in said casing and providedwith suitable passages for connecting respectively the atmosphere-portand one of the ports leading to the brake-cylinder, the port leading tothe auxiliar'yreservoir and the said brake-cylinder port, the portleading to the triple valve and the other port leading to thebrake-cylinder, and means by which the said valve may be oscillated topositions suitable for making such connections.

16. in an air-brake, the combination with the brake-cylinder, theauxiliary reservoir, and the triple valve, of a valve-casing providedwith two ports leading to the brake-cylinder, a port leading to theatmosphere, a-port leading to the auxiliary reservoir and a port leadingto the triple valve, suitable conductors connecting said ports with thebrake-cylinder, auxiliary reservoir and triple valve, a movable valveprovided with passages disposed when the valve is properly positioned,for connecting the port leading to the atmosphere with one of the portsleading to the brakecylinder, the said port leading to the brakecylinderand the port leading to the auxiliary reservoir, the other port leadingto the brakecylinder and the port leading to the triple valve, andelectrical means for so positioning the said valve.

17. In an air-brake, the combination with the brake-cylinder, theauxiliary reservoir,

and the triple valve, of a val ve-casing provided with two ports leadingto the brake-cylinder and ports leading respectively to the auxiliaryreservoir, triple valve and atmosphere, and having suitable conductorsconnecting said ports with said brake-cylinder, reservoir and triplevalve, an oscillatory valve mounted in said valve-casing and providedwith a passage adapted to register with and connect one of the portsleading to the brake-cylinder with the port leadingto the auxiliaryreservoir, and having a passage for connecting the other port leading tothe brake-cylinder with the port leading to the triple valve, and havingalso a passage for connecting one of the ports leading to thebrake-cylinder with the port leading to the atmosphere, and electricalmeans for positioning the said valve so that the said ports may beconsecutively connected as described.

18. In an air-brake, the combination with an .oscillatory valve havingsuitable air-passages, of a casing in which said valve is mountedprovided with suitable ports adapted, when the valve is properlypositioned, to be connected by said air-passages, of two solenoids eachprovided with a core and a helix, means for energizing said helices, andmoving the cores thereof, means by which when one helix is energized itscore will oscillate the valve in one direction and when the other helixis energized its core will oscillate the valve in the other direction,means for retaining the valve in a normal central position, releasablelocking means for preventing retraction of the valve to the said normalposition after it has been moved to and partly retracted from a givenposition, and electromagnetic means for releasing the valve from thesaid locking mechanism.

19. The combination with a valve-casing provided with suitable ports,ofthe valve having suitable passages for connecting certain of said portsand provided with a crank-arm and rotatively mounted in saidvalve-casing, two helices disposed one at each side of said crank-arm,means magnetizable by said helices, movable thereby in oppositedirections, means connected with said magnetizable means and saidcrank-arm for moving the crankarm, and electrically-controlled means forpreventing movement of the valve in one direction from a certainposition.

20. The combination with an oscillatory valve provided with suitableair-passages and having a casing provided with suitable ports adapted toregister with certain of said airpassages when the valve is moved to theproper positions, and having also a lever for oscillating said valve, amagnetizable core provided with means for locking the valve againstmovement in one direction, a helix for moving the said core in onedirection, means for moving the core in the opposite-direction, twohelices, means for energizing the same, means when one of said twohelices is ento this specification in the presence of two subergized formoving the lever in one direction, scribing Witnesses. means for movingthe lever in the opposite T w direction When the other of said twohelices JOHL LOLKWOOD' 5 is energized, and means for retracting saidWitnesses:

lever to a central position. WARREN D. HOUSE,

In testimony whereoflhavesigned my name I R. E. HAMILTON.

